Assigwob to vapob cab hbatino com



May 29, 1928. 1,671,206

P. B. PARKS VALVE OPERATING MECHANISM FOR CAR HEATING SYSTEMS Filed Jan.29, 1927 Patented May 29, 1928.

UNITED STATES PATENT OFFICE.

PAUL n. PARKS, or OAK PARK, ILLINOIS, AssIeNon T0 VAPOR can HEATING 0on-PANY, IN(:., or cmoaeo, ILLINoIs. A CORPORATION or NEW YORK.

VALVE-OPERATING MECHANISM FOR CAR-HEATING SYSTEMS.

Application filed January 29, 1927. Serial No. 164,490.

This in vcntion relates to a valve operating mechanism tor a car heatingsystem, and more particljilarly to certain improvements in a car heatingsystem which is automat1cally regulated to maintain the car atmosphereat one of two or more selected ten'lperatures,

' for example, at a high temperature during periods of occupancy and ata lower temperature when the car is standing vacant in the train yard. Asystem of this type is disclosed in the patent to Russell, l,440,701,granted January 52, 1923. Such a system in cludes an oscillatablecontrol valve 'for governing the admission of s'tcnnror other heatingfluid to the radiators, this valve being opened when the ten'iperaturcfalls below the desired point, and again closed when this temperatureisonce more attained. In the example shown in the patent referred to,the valve lever moved in one direction or the other by a pair of opposedsolenoids, the electric circuits for these solenoids being alternatelyenergized in accordance with temperature changes.

The present invention relates to a novel and improved mechanismtor'operating this valve.

(in the example shown, bellows diaphragms filled with an expansiblefluid) are positioned one at each side of the valve operating lever, sothatwhen one of these members is heated, it will expand andengage thelever and swing it to its other limit of travel. An electric heatingelement is associated with each diaphragm so that when a current flowsthrough this element, the diaphragm will be heated and expand until thelever has been engaged and swung over to open or close the val vc. Alimit switch is also associated with the valve lever so that at thecompletion of either movement of the lever, the circuit to the heatingelement for the expanding member which has justoperated. will be broken.The diaphragm will then gradually cool and contract to its originalposition. To accomplish the next movc ment of the valve lever. the otherdiaphragm will, be heated by a circuit completed through the heatinp;element for this second diaphragm. and the expansion of this diaphragmwill. result in swinging the lever to its first position. The completionof this movement of the lever will operate the limit switch to break theheating circuit for the second diaphragm.

A pair of heat-responsive elements.

The general object of this invention is to provide certain improvementsin a car heating system, as briefly described hereinabove and. asdescribed in more detail hereinafter.

Another object is to provide an improved type of heat responsive motorfor operating the valve lever 0t acar heating system.

Another object is to provide an improved automatic controlling means fora car heating system in which the control valve is moved by theexpansion of motor elements due to the heating of these elements, by anelectric current.

Another object is to provide an improved means for breaking theenergizing heating current after the motor has been operated.

Other objects and advantages of this invention will be more apparentfrom the following detailed description oi one approved form of themechanism.

In the accompanying drawing, the invention is illustrateddiagrammatically, some of the features being shown in elevation, some insection, and some are merely represented by well-known symbols.

Referring first to the main elements of the complete heat controlsystem: A designates the steam train pipe of a railway car, I

B and C are two sections or a radiator, D is a valve for controlling theflow of steam to and from the radiators, E and F are metors foroperating the valve, and G is the vapor regulator for controlling thepressure of the steam. At H is shown a limit switch which operates inconjunction with the relay J to bring about the alternate energizationand de-energization of the motors E and F. K and L are respectively lowand high temperature thermostats tor determining the temperature to bemaintained within the car, and M is a pnemnatica-lly operated selectorswitch which determines whether thermostat K or thermostat L shall be incontrol of the system. The switch or circuit breaker M is provided sothat the apparatus may be made operative or inoperative, at will, and Ois a pressure operated circuit breaker connected. with the steam trainline for breaking thc electric operating circuit when there is no steamin said train line.

The particular features of novelt in this invention reside in the newform 0 operating motors E and F, and limit switch H, and the newcombination of these features with the other mechanisms which haveheretofore been in use. I: will first briefly de scribe the entiresystem, so'that the function and operation of these new features may bemore clearly "understood:, Thei valve D comprises acasingr, divided bywebs into a plurality of separate chambers 1, 2, 3, i, 5

and 6, all communicatingwith a central cir cular valve chamber 7 inwhich is positioned a valve 8 provided with webs whichinthe diiier-entpositions of the valve place certain chambers in communication Witlroneanother and cut ofl communication with otherchambers; The'valvc; 8 isswung to itsdifierent" positions hy'the oscillatingilever '9'positioned'o uts'ideof the valve casing. l/Vherrvalve 8 is' in the open positionshown'inthedrawings, steam flows from the supply main A throughthe'red'ucing valve otvaporregulator G and pipe 10' into thechamber 1,.thence through valve chamber 7 and chain her 4 into the inlet pipe 1-1of radiator'B,

thenbackthrough pipe 12and into the inlet pipe 13 of radiator C andthrou h return pi'pe'lt into the valve chamber '5'. The steam andcondensate flows from chamber 5 through chamber 6 and pipe 15tothethermostat casing of the vapor regulator G, which of well ltnownconstruction and designed to regulate thesupply of steamfrom the main Ain accordance with the temperature of the steam" returned fromthe:radiators; When the'valve' is moved to the vo ff l 4 entering;through pipe 10 will pass directly, 'fromi 5 chamber 1 to chamber 6 andthence back or closed position, the steam through pipe 15 to the vaporregulator:

The radiators and valve chambers 2, 3, land sides oi one end of tlievalve lever 9f Inthe example here shown, eachmotor comprises'a 'holl'owdiaphragm othe'llows construction,

comprising closed ends 17 and 18 and deep-.

ly corrugatedsidewalls 19. The diaphragm is filled with a'suitable fluidwhich expands quickly when heated; One end 17 of the v on valve lever 9.\Vhen cool, the motors bellows diaphraginis fixed to some suitablesupport, while the other end 18 is freely} movable and carriesaprojection 20 adapted to engage a rounded enlargement 21' tormed willcontract to the positions shown in solid lines in the drawing, but: whenheated the fluidwill expand and the bellows will be extended to the"position shown in dotted lines in the case of motor E, the projection 20engaging the lever 9 and moving it over to the other extreme of itsswinging movement. In the example shownin tbc drawings, the motorE haslast operated to move the valve to its on or open position, but

the motorE has sincethait time cooled and returned to its original ornormal position.

pansion ot' the diaphragm oif'motor F, which Wlll move the valve to offposition. Each motormcludes an electric heating element,

here'shOWn as a coil 22,:which whentrav ersed by an electric currentWillbecomeheat ed and cause the expansion of the amociated diaphragm. Itshould be understood that Thenext .operationwill be caused by the exthemotors E and F are shown diagrammat-i cally in the drawings, and usuallythese mo tors would be positioned above the valve-D, as shown in thedrawings. For convenience of illustration, thesemotors have beenpositio'ned entirely to one side of'thevalveicask ing D, this showingrequiringthe undue lengthening oi the valve lever 9, thuslengthcning'its a rcuate movement and necessltat' ing: a longerexpansion of the diaphrafi: of motors E and F. By positioning't motorscloser to the pivotalcenter of lever' the necessary expansive movementwould be greatly lessened.

The limit switch H comprises a pairof spaced contacts 28and 24 whicharefixedly" mounted on some suitable support, and which are alternativelyengaged by the contact 25 which is carried, by suitableinstallation 26,on anextejnsion v27 of valve lever 9. l T I The relay J may be of anyapproved con struction, andas here shown comprises a solenoid coil 28,which when energized draws up the core 29-carrying the contact plate 30.

When. in this position, the contact plate makes connection between thepair of fixed" contacts 31 and 32 and when the coil 28 is deen'ergize'd,the contact plate ff'alls and makes connection between theqotherpair' offixed contacts and 34'.

The thermostats K andL are hereshown as of the mercurial type; Theleadwire 35- always makes contact with the mercury columns 36 and S'r' ofthercspectivetherrnostats K and L. At a certain relatively low llotemperature, for example, Fahrenheit themercury column 36 of thermostatKwill make contact with a fixed contact member 38, to which is connectedthe lead wire 39E At a relatively higher temperature, for example,70Fahrenheit, the mercury column 37 of thermostat L will make contact withthe fixed contact member 40 to which is com ncct'ed the lead wire 41.7

The selector switch M comprises a cylinder 42, closed at one end 43, andcommunicating with a pipe' lA leading from the air signal line of thecar. Within the" cylinder is a signal line and pipe 44, the; piston 45will be forced out against the stops 50, at which time a ring ofinsulation 49 separates the spring contacts 51 and 52. lVhen pressure isreleased from the pipe 44 of cylinder 43, the spring 53 will force theswitch member 47 and piston 45 inwardly until the member 47 engages thestop 54, at'which time the contact ring 48 will be positioned betweenand will electrically connect the spring contacts 51, and 52. Underemergency conditions, as hereinafter explained, the stem may be pulledout to withdraw stop 54 against the action of spring 56, therebypermitting the switch member 47 to be pushed in further by means ofspring 53 so that a second ring of insulation 49 will again separate thespring contacts 51 and 52. lVhen air pressure is again returned to thepipe 54. and cylinder 43, piston 45 will again be forced out againststops 50, and stop member 54 will again snap back into its originalposition to limitthe inward moven'ientof the switch member 47. i i

The switch N is an ordinary double knife switch, by means of which theentire control system is rendered operative or inoperative, as desired.

The circuit breaker 0 consists of a casing 57 at the end of a pipe 58which communicates with the steam train line pipe A, the

outer end of the casing being closed by aflexible diaphragm 59 providedwith a stem 60 carrying a contact plate 61. When steam pressure ispresent in the supply pipe A and hence in pipe 58an-d casing 57, thediaphragm 59 will be pushed out to hold contact plate 61 against a pairoffixed contacts 62 and 63. When steam pressure is absent, contact plate61 will be withdrawn to break the circuit at this point. i

The general operation of this system is as follows: We will first assumethe conditions shown in the drawing, when the car is stand- 7 ing in arailway yard with its train pipe connected to a source of supply ofsteam, so that steam pressure ispresent in the steam supply pipe A, andin the circuit breaker O.

However, the super-atmospheric air pressure is absent from. the pipe 44and piston 43, since the air signal line is broken. It is now desirableto keep the car heated, but only to a comparatively low temperature,(for example, 50 degrees Fahrenheit). and the low ature, and thevalve 1) is opened so that steam is passingfrom the supply pipe A to theradiators B and C. Current flows from the battery P through wire 64,contact plate 61, wire 65, blade 66 of switch N, wire 67, binding post68, resistance 69, binding post 70, wire 71, coil 28 of relay J,wirey72, bind ing post 73, wire 74, blade of switch N,

wire 76,1)ack to the battery. This will be called Circuit No. 1.

Sincesolenoid J is now energized, the contact plate 30 will be held upin engagement with the fixed contacts 31 and 32. Steam is now beingsupplied to the radiators and the temperature of the car will graduallyiriseuntil the mercury column 36 of thermostat K engages the fixedcontact 38. At this time another circuit will be completed, as

' follows:

Circuit No. 2.Circuit No. 1 as far as binding post 70, wire 77, wire 35,mercury column 36, contact 38, wire 39, spring contact 51, contact ring48, spring contact 52, wire 78, binding post 79, wire 80, binding post81, and wire 82 tobinding post 7 3, and thence over Circuit No. 1 backto the bath-my. It will be seen that this circuit forms a shunt betweenbinding posts 70 and 73 across the coil 28 of relay J, so that the relaywill be deenergized and the contact plate 30 will fall so as to connectthe other pair of fixed contacts 33 and 34. This will complete one ofthe valve operating circuits as follows:

Circuit No. 3.-Circuit No. 1 to binding post68, wire 83 to the movablecontact plate 25 of limit switch H, fixed contact 23, wire 84, heatingcoil 22 of motor F, wire 85, contact 33, contact plate 30, contact 34,wire 86 to binding post 81, and thence over Circuit No. 2 back to thebattery.

The heat given out by coil 22 will now expand the fluid in the diaphragmof motor F so that this diaphragm will expand and push the valveoperating lever 9 over to its opposite position so as to closethe valveD. This swin ing movement of valve lever 9 will cause the opposite endof the down out of engagement with the fixed (2on tact 38, thus breakingCircuit No. 2 at this point. Circuit No.1 w ll now be again effective toenergize the relay J and move the temperature thermostat K is in controlof the system. As here shown, the temperature has fallen slightly belowthe "desired tempercontact plate 30 up into engagement with the fixedcontacts 31 and 32. The other valve operating circuit will .now, becompleted, as follows:

Circa/it 1V0. 4.--Circuit No. 3 as far as movable contact 25 of limitswitch H, com

valve D will remain open;

tact plate24 -wire 87,.heatingcoil 22ofimoe tor wire 88, contact 31,contactplateBQi contact 32, wire 86, and thence over Circuit.

No. 3 back to the-battery'Pc The expandible diapl'iragn-i of motor I!)will now be heated and will move the'valve lever 9 back to the position;shown in the drawings with valve 1) open. 'llmcompletion of thismovement will shift the movable contact. Of Llllnitr switch H off fromthe fixedcontact 24s and break Circuit No. 4 atv this point.., The partsare now in the positions illustrated in the drawing, and the operationshei'einabove ,de-' scribed will be repeated at intervals'so astomaintain thecar temperature approxi-' mately at 50% Fahrenheit, or thetempera.

ture for which thermostat K lSfdCljllSllQtlr.

When the car is connected in service'asa unit of. a train; the presenceof super-atinospheric air pressure in the pipe 44: and cylinder e3 willmove out the switch member 47-.

so that the ring oi? insulation-4:9 is positioned between the. spring:contacts 51 and 52 or" selector M. through thermostat K andrendersameinoperative, so that when the car teii'ipe'iiatuie rises to 50Fahrenheit and mercury column '36v engages fixedcontact 38-,neithei: of.the

circuits 2 or 3 will be coiiipletechaiid. the

will contiiiue until aihigher.temperature, for

example70 Fahrenheitis reached, at which time the mercury column 37 of.higlr tem perature:thermostat L will engage the fixed contact 40,thus-completing another'circuitas follows:

Circuit N 0. 5.-GllCU1t Not 2 through wire 35, mercury column"37,hxedcontact 40, wire 41 to binding post 79, and thence-over Circuit N0. 2back to-theibattery. This will operate thesameasGircuit No. 2: to.deenergize therelay J, and thuscompleteCircuit No. and close the valve1). The succeeding operations will .be' the same as alreadydescribed,with the exception that Circuit No. is effective instead of Circuit No.2.

The car temperature willi be maintained at? aijiproxin'iately70"Fahrenheit, or the tem perature for which high temperature thermostatL is ad 'ustedi i It will benoted that the resistance 69* isv alwayspresent in circuits 1, 2 and 5 so as to cut-down the current flowingthrough thermostats K and L. and relay J,.but' this resistance is not.present in the motor circuits 3 and 4 so that a. strongercurrent is pmitted to flow through theh'eatiiini coils However, as soon as one ofthe motor movements is C(JlllIJlGt'GCllllQSG strong motor currents willimmediately be bi'okerrby the The only currents which" limitswitch H.11611'01m21lly flowing arethe relatively light currents through eitherone oh the thermo statswnr through'the relay J.

Itlwill be noted that while the high. tem

in tl dlll SlllCe the breaking of the air signal.

This will break the circuit.

This condition.

perature thermostat L is in. control. when thecar is in service, the lowtemperature thermostat- K will. be automatically made. effective whenthe'car is disconnected from,

line will cause the switch member 4'1 of) $7" lector M- to i moveinto-the position shown: in the drawing againnestablisliing the circuit:through lo'w' temperature thermostat, K. Whenever the steam supply isinterrupted, the circuit breaker 0 will automatically break the electriccontrolcircuitsby moving the contact plate 61 away from thefixedcontact-s (32. and 63. Also, the controlcircuitsj can be manuallyinterrupted at anytime by opening the master switch N. y

Although for. convenience in illustration' a battery P has here beenindicated as the source of electric energy, any other suitable sonrceofpower' might be used, and it will be evident that. this controlmechanism will be equally effectiveit' alternating current is 1 usedinstead of direct current. In snchcase,

shorter, and the groupi-ngof tfl'ieyalve. D,] 100 motors E and F, andlimitfswitclr Hi will be muchmore compact than in the foam illiuiti'ated in the drawings Theheating 8139-- ments 22aminerely'illustrated diagrams inatically and maybe associated with the105 expansible diaphragmssin: any manner whiohfi wi l l pro vi de 1 themost .effieient (heating: effect.

It'tor any reason it desired to heat the 1 car tothehigher. temperaturewhilethe c'ar;

is in the yards, this-may? be done by withino drawing the stop 54, asalready explained, which Willi place: the high temperature ther-IHOStZLlB L in contiiol o'l'the-system. The-re- ,tiirn oi: air-pressuretothe: cylinder 43, when p the caris again iii'sei ioe, willpiish outthe piston and valve-member 47,130tll81i stop- B- i will automaticallyreturn to its operative position as shown invthe drawings; Iclaimz Mi 1. In a CHBlIEFlClDgSYStI-Bm, the combinae- 1 tion with avalve-operatingarm, and: afconti-ol system therefoiflcomprismg twoalterii at-ively: energized electric circuits, of. a: pair of(JPPOSQdlHIOtOI'Sf fon moving'the arm'and.

each motor being adapted to'movethe arm. 1%

in one'direction only, a motor beingt'posi tioncd at each side of thearm; each: motor comprising amember which iEI IDOVYGd into: or outofcontact with the arm in res use.

to temperature changes, and an electric eat er :for the member, theheater being included in one of the circuits.

2. In a car heating system, the combination with a valve-operating arm,and a control system therefor comprising two alternatively energizedelectric circuits, of a pair of opposed motors for moving the arm, amotor being positioned at each side of the arm, each motor comprising a,member which expands when heated to move the arm to aposition where .itremains when the member contracts. and a resistance member in one of thecircuits for heating the member.

3. In a car heating system, the combination with a valve-operating arm,and a control system therefor comprising two alternatively energizedelectric circuits, of a pair of opposed motors for moving the arm, amotor being positioned at each side of the arm, each motor comprising adiaphragm which expands when heated to move the arm to a position whereit remains when the diaphragm contracts, and an electric heating elementassociated with the diaphragm and included in one of the electriccircuits.

4. In a car heating system, the combination with a valve-operating arm,and a control system therefor comprising an intermit tently energizedelectric circuit, and a motor for moving the arm comprising a hollowbellows diaphragm filled with an expansible fluid and having one endfixed and the other movable when the diaphragm is heated to push the armto a position where it remains when the diaphragm contracts, and an elsetric heating element associated with thediaphra-gin, and included in oneof the electric circuits.

5. In a car heating system, the combination with a valve-operating armand acontrol system therefor comprising two alternatively energizedelectric circuits, of a pair of opposed motors for moving the arm, eachmotor comprising heating element included in one of the circuits, and anormally contracted eXpansible diaphragm, the diaphragm expanding whenheated so as to en gage and move the arm, and automatically contractingagain when permitted to cool, thus moving out of engagement with thearm, and a limit-switch for breaking the heating circuit for each motoras soon as its expanding movement has been completed.

6. In a car heating system, the combination with a valve-operating armand a control system therefor comprising two alternatively energizedelectric circuits, of a pair of opposed motors tormoving the arm, eachmotor comprising a heating element included in one of the circuits, anda normally contracted expansible diaphragm, the diaphragm. expandingwhen heated so as to engage and move the arm, and automaticallycontracting again when permitted to cool, thus moving out oi engagementwith the arm, and a limit-switch for breaking the heating circuit foreach motor as soon as its expending movement has been completed, saidswitch comprising a pair of fixed contacts and a movable contactoperated by the arm.

PAUL B. PARKS.

